High-pressure-service brake.



w. v. TURNER.

HIGH PRESSURE SERVICE BRAKE.

APPLICATION FILED MAY 6, 1907. v 1,01 1,528. q Patented Dec. 12, 1911.

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w. v. TURNER.

HIGH PRESSURE SERVICE BRAKE. APPLIUATION FILED MAY 6, 1907.

"1,011,528. PatentedFac. 12,1911.

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wrru mvem-on Wm VM W. V. TUBA E IHGH PRESSURE SERVICE BRAKE. APPLICATIONFILED HAYS, 190? 1,011,528 Patented De0.12,1911.

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warren v. TURNER, or Enenwooi), PENNSYLVANIA, As'sIGNoR 'ro THE WESTING-HOUSE Am BRAKE-COMPANY, orrrrfrsiaunen, PENNSYLVANIA, A CORPORATION OFPENNSYLVQNIA;

Specification of Letters Patent.

HIGH -PRESS URE-SERVIGE BRAKE.

..A.-pp1ication filed-May 6, 1907. Serial No. 371,970.

.i specification.

brakes particularly designed for what is cars, though also adapted forgeneral use.

In this class ofse rvice, it has been found desirable, to be able toobtain at times, in

service applications of the brakes, a high degree of pressure 'in thebrake cylinder. Withthe usual standard brake equipment as used'in' thisservice, the maximum pressure obtainable in service applications of thebrakes, is limited to the degree at which the auxiliary reservoir andbrake cylinder pressures equalize.

A higher pressure, may, of course; be obtained by increasing therelative volume of the auxiliary reservoir as compared with that of thebrake cylinder, but the diiliculty is then encountered, that for a givenreduction intrain pipe pressure a larger volume of-air will flow intothe brake cylinder from the auxiliary reservoir than in the case of theusual size of apparatus, from which it is' evident that gradations inbrake oylinderpressure, up or down, cannot be made as'fine as desirable,consequently impairing the flexibility of the'brake.

The principal object of my invention is, therefore, to obviate theabovediiiiculty, and for this purpose it comprises a valve mechanism,operated by gradual reductions in train pipe pressure, for supplying;air from 'a. separate valve device, in the preferred construction, as.shown in the drawings, the

the auxiliary reservoir to the brake cylinder until the auxiliaryreservoir pressure substantially equalizes, and adapted on subsequentreductions in train pipe pressure to supply air from a supplementalreservoir, or other additional'source of fluid pressure supply, tothebrake cylinder.

Another feature comprises improved means for graduating the release ofthe brakes and 'forreturning a portion of the air from the brakecylinder into the auxiliary reservoir during the release of brakes afterthe same have been applied with high pressure.-

V. TURNER,

{My "invention relates to fluid pressure These and other features of myinvention will-be hereinafter more fully described and claimed, i

In the accompanying drawings; Figure 1 1s a diagrammatic view of asingle car air brake equipment, with my invention applied; Fig. 2 acentral sectional view of a [triple valve device embodying a. preferred,

form of any improvements, and showing the parts in full releaseposition; Fig. 3 a

similar view, showing the parts in the primary service applicationposition,in which air is supplied 'to the brake cylinder from theauxiliary reservoir; Fig. 4: a similar view, but with the main slidevalve and seat in broken section as indicated at a a in Fig.9, showingthe parts in the secondary service application position, in which air issupplied to the brake cylinder from a sup plementa-l source of fluidpressure supply;

Fig. 5 a similar view, showing the parts in lap position, as assumedafter a secondary service application; Fig. 6 a similar view, showingthe parts in the emergency application position; Fig. 7 a face viewofthe auxiliary or graduating slide valve; Fig. 8 a similar view of themain slide valve, showing the position of the ports and cavities, andFig. '9 a plan view of the main slide valve seat, showing the locationof ports.

My invention is shown in Fig. l as applied to a car equipment comprisinga train pipe 1, auxiliary reservoir 2, brake cylinder 3, connected bypipe 5 to ti'iple-valvedevice 4, which is alsoconnected by pipes 6 and 7to control pipe 8, or other source of fluid pressure supply, and ventchamber or reservoir 9, respectively.

Although my invention may be applied as invention is embodied in atriple valve device and comprises a casing 10 havmg the usual mam slidevalve chamber 11, communicating with the auxiliary reservoir and valve16, contained in a valve chamber 17 and adapted to be operated by apiston 18, contained in a piston chamber 19. A'spring 20 tends tomaintain said piston 18 in the extreme inner position, in which a cavity21 in the supplemental slide valve 16 establishes communication betweena port 22 leading to the brake cylinder pipe 5 and a port 23 of apassage 24 leading to the seat of the main slide valve 12.

Passages 25 and 26 open respectively to piston chamber 19 andsupplemental valve chamber 17 on opposite sides of the piston 18, andlead to the main slide valve seat. In full release position of the mainslide valve and piston, as shown in Fig. 2, both passages 25 and 26 areopen to the valve chamber 11 and auxiliary reservoir, so that the fluidpressure on the piston 18 is balanced and the spring 20 maintains saidpiston at its inner position and the brake cylinder is open to theexhaust through pipe 5, port 22, cavity 21 in the supplemental valve 16,passage 24, through ports '27 and 29, which are connected by cavity 28in the auxiliary valve 13, and cavity 30 in the main slide valve whichis open to the exhaust port 31. The small reservoir or chamber 9 is alsoopen to the atmosphere through pipe 7, passage 40, port. 41, cavity 30and exhaust port 31 in this position of the valve.

Air being suppliedto the train pipe, flows intothe main piston chamber14 and through the usual feed groove around the triple piston 15 tovalve chamber 11 and auxiliary reservoir, which are thus charged to thestandard pressure. Air also flows through passages 25 and 26 to oppositesides of the supplemental piston 18, charging the piston chamber 19 andsupplemental valve chamber 17. p

The additional source of pressure or control pipe 8 communicates throughpipe 6 and a passage 32, leading to the main slide valve seat, with athrough port 33, in the main slide valve, which is open to the valvechamber 11 in release position. A check valve 33 may be arranged in thepassage 32, in order to prevent back flow in case the control pipeparts, as when the train breaks in two. -A supplemental reservoirmay beused in place of the control line, in which case the check valve 33 isomitted, so that said reservoir may be charged to the standard pressurefrom the train pipe through valve chamber .11, port 33 and passage "32,in'release position.

A service application is made in the usual way, by reducing the trainpipe pressure, in

en a in the usual aduatin sprin sto I D a: 3' gr 3 g P 35, and shiftingthe main. slidevalve 12 and graduating valve 13, so that aservioe" port34 in said main valve registers; with brake cylinder port 24, air thenflows to the brake cylinder, until auxiliary reservoir pressure isreduced slightly below train pipe pres sure, when the same returns thepiston to lap position, moving the graduating valve 13 to close theservice port 34. In service position the main slide valve covers thepas-' sage 26 while the passage 25 remains open, and no substantialchange in pressure occurs on the supplemental piston 18, so that thesupplemental valve remains in its inner position. In like manner, bymaking further reductions in the train pipe pressure, the brake cylinderpressure may be increased or graded up until the pressure in theauxiliary reservoir has substantially equalized into the brake cylinder;then, upon a further reduction in train pipe pressure, the main piston15 is moved outwardly beyond the usual service position, by auxiliaryreservoir pressure, which is no longer reduced by flow into the brakecylinder, to a point as shown in Fig. 1 at which passage 25, to theouter face of the supplemental piston 18, registers with exhaust'port30.

The supplemental piston chamber is thereby, vented to'the exhaust port.31, which is still open to the exhaust cavit 30. Fluid pressure on theinner face of he piston 18 thereupon moves the same to; the extremeouter position, where it is seated on the gas ket 36, and thesupplemental valve is shifted, uncovering port 22 so that communicationis established from the valve chamber 17 to the pipe 5 and the brakecylinder 3.

The main slide valve 12 is provided with a cross over port 37, havingport openings 38 and 39 which register, in this position of the parts,with passages 26 and 32 respectively, so that-communication isestablished from the supplemental reservoir or control pipe 8'throughpassage 32, cross over port 37, passage 26, supplemental valve chamber17 to port 22 and brake cylinder pipe 5, and air from the control pipeflows to the brake cylinder. In this position, which may be termed thesecondary service position, an additional port 42 in the main slidevalve 12 registers with a port 41 communicating with a passage 40 andpipe 7 leading to a chamber 9. In full release position of the parts,said port 11 is open to the exhaust cavity 30 and exhaust post 31, sothat the air in chamher 9 is normally at atmospheric pressure,

' and in the secondary service position, air at the higher pressure inthevalve chamber 11 and auxiliary reservoir will be vented to saidchamber 9, causing a sudden slight reduction of pressure in theauxiliary reservoir space, so that when the train pipe reduction-ceasesthe train pipe pressure and the graduating spring movethe main piston 15inwardly to the limit of movement of the spring device 35. In thisposition, which may be termed secondary lap position, as

shown in Fig. 5, passage and the outer supplemental piston chamber arestill open to the exhaust, so that the valve 16 retains ,its outerpos'itiop, but the main slide valve,

brake cylinder pressure may be graded upto any desired aniount the mainpiston 15 moving. between the secp'ndary lapfposition, shown in'Fig. 5,and the secondary service position, shown in Fig. until the auxiliaryreservoir pressure has fully equalized into the chamber 9, the mainpistonl5 will then remain in the outer service positidn,withcommunication open between the brake cylinder and the control pipe,so that the brake cylinder pressure may be maintained at the 1 controlpipe pressure through the open communication.

The brakes may be released after a secondary application by'increasingthe train pipe pressure, which moves the main piston 15, and slidevalves 12 and 13 to their extreme 'inner, position,- where portsv 25 and26 are open to the main slide valve chamber 11. It will be noted thattheauxiliary reservoir pressure after a secondary service application isconsiderably less than the pressure in the brake cylinder andsupplemental valve chamber 17, by reason of the equalization into thebrake cylinder and the expan-' sion chamber 9, so that when the mainpiston returnstd full release position, the outer face ofthesupplemental piston, which .is now open tothe valvechamber 11andauxiliary reservoir, is at a lower pressure than that on the innerface of the piston so that said piston remains in its outer posit-ion,the passage 26 being open to the main slide valve chamber 11, air fromthe brake cylinder flows therethrough and raises the pressure in theauxiliary reservoir, and likewise on the outer face of the supplementalpiston 18 until the opposing pressures becoming equalized, the spring 20then moves the piston 18 to its inner position, in which cavity 28 ofthe supplemental valve 16 establishes C0111? munication between brakecylinder'port 22' and port 23, sothat the brake cylinder is now opentothe exhaust, through passage 24, port 27, cavity 28, port 29 andexhaust cavity. 30 to exhaust port 31.- In thisposition, the ventchamber port 41 registers with exhaust cavity 30 so that the ventchamber 9 is exhausted to tl1e=atmosphere..- It .willr. .thus be evidentthat part ofthe air mthe brake cylinder is-saved by venting into theauxiliary reservoir and that thereby the auxiliary charged.

reservoir 'is more quickly re- In order to grade down the pressure inthe brake cylinder after a primary service application, a gradualincrease in train'pipe, pressure is made, which moves the main piston 15and slide valves to release posi-" tion, opening the brake cylinderexhaust.

Port 33 also registers with passage 32, so

that air from the supplemental source of flu1d pressure is supplied'tothe valve chamber 11 and auxiliary reservoir, increasing the pressuretherein sufficiently to move the main piston and graduating valveoutwardly to close the exhaustport 2'? and inlet port 33. Furtherreductions in brake cylinder pressure niay be made as desired in thesame manner. A gradual reduction in brake cylinder pressure may also bemade after a seoondary service application, b causing a ow 1n. the

wave .of increased pressure to trainpipe, whereby the main piston-15 andthe mainslide valve and auxiliary valve are moved to-the full releaseposition, and, as in the case of a full release as before deandauxiliary reservoir, and also 'from the.

control pipe through passage 32 andport 33 to saidvalve chamber, therebyraising the.

pressure therein and on the piston .15-so scribed, the supplementalpiston and valve that said piston'is moved outwardly, and the 1auxiliary valve 13 closes port 33, as the piston continues its onwardmovement the main slide valve closes passage32 and passage 26,- cuttingoff the .flow of air from the sup plemental source of pressure and fromthe brake cylinder to the auxiliary "reservoir.

Further outward movement of the piston 15 is limited by the spring stop35. By a further increase intrain pipe pressure the above operation maybe repeated, and the brake cylinder pressure again reduced. As in makinga full release of the brakes, it will be noted that a portion of thebrake cylinder air is preserved by venting to the auxiliary reservoir.

On a sudden'reduction in train pipe pressure, the main piston 15 movesoutwardly to the emergency position, seating on the 'usual emergencygasket as shown in Fig. ,6. In this position the chamber at the outerface ofthe supplemental piston 18 is open through passage 25 to theexhaust cavity30 and exhaust port 31, so that piston 18 moves to its.outer position, in which the suppleflows from the control pipelinetothebrake cylinder Air is also supplied to the brake. cylinder fromtheau'xiliary reservoir through a passage 43, which establishescommunication between the auxiliary reservoir and the supplemental valvechamber 17. The passage 43 contains a check valve 44 to prevent backflow from the supplemental valve chamber 17 to the auxiliary reservoirspace.

A high brake cylinder pressure is thus obtained in an emergencyapplication of the brakes by reason of the flow of air from the controlpipeline or the supplemental reservoir, in addition to the air from theauxiliary I reservoir. The high brake cylinder pressure thus producedcauses the check valve 44 to close against the lower auxihary reservoirpressure, thus preventing back flow of fluid at the higher pressure fromthe brake cyl inder to the auxiliary reservoir, so that when it isdesired to release the brakesafter an emergency application nodiiiiculty will be experienced, as the auxiliary reservoir pressure hasnot been raised above the usual nor- ,m'al degree of equalization.

The brakes may be released after an emergency application in the usualway, by

- increasing the train pipe pressure to slightly above that remaining inthe auxiliary reservoir, whereupon the valve parts are shifted torelease position in which the brake cylinder is connected to theatmosphere. It will also be noted that a portion of the air in the brakecylinder is returned to the auxiliary reservoir in the movement of theparts to release position in the same manner as descrlbed 1n connect1onwith releasing the brakes after a secondary service application, as willbe apparent.

It will thus be apparent that my invention possesses the flexibility ofthe usual standard air brake and has the advantage that a considerablyhigher pressure may be obtained in service applications of the brakes,

when desired.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent is :v

'1. In a fluid pressure brake, the combination with a train pipe,auxiliary reservoir, brake cylinder, and a supplemental source of fluidpressure supply, of a triple valve device operating upon a gradualreduction in train pipe pressure to admit air from the auxiliaryreservoir to the brake cylinder, andupona further reduction in trainpipe pressure, for supplying air from said sup -plemental source offluid pressure to the brake cylinder.

2. In a fluid pressure brake, the combination with a train pipe,auxiliary reservoir, brake cylinder and supplemental source of fluidpressure supply, of a triple valve device actuated by reductions intrain pipe pressure to supply air from the auxiliary reservoir. to thebrake cylinder, and means, operating upon further reductions in trainpipe pressure after substantialfequahzation of auxiliary reservoirpressure into the brake cylinder for supplying air from saidsupplemental source of fluid'pressure to the brake cylinder.

3. In a fluid pressure brake, the combination with a train pipe,auxiliary reservoir, brake cylinder and an additional source of fluidunder pressure, of a valve mechanism communication betweent-he auxiliaryreservoir and brake cylinder in one position,

on gradual reductions in train pipe pressure to the point ofequalization, and adapted on further reductions in train pipe pressureto assume another position and establish communication between theadditional source of fluid pressure supply and the brake cylinder andopen a ventfrom the auxiliary reservoir.

5. Ina fluid pressure brake, the combination with a train pipe,auxiliary reservoir, brake cylinder, and a supplemental source of fluidpressure, of a valve mechanism subject to the opposing pressures of thetrain pipe and auxiliary reservoir and operated upon gradual reductionsin train pipe. pressure for successively supplying air frojm theauxiliary reservoir and from said supplemental source of fluid pressureto the brake cylinder. 4;

6. In a fluid pressure brake, the combination with a brake cylinder,train pipe, auxiliary reservoir, and supplemental source of fluidpressure of a valve mechanism subject to the opposing pressures of thetrain pipe and auxiliary reservoir for at one time supplying air fromthe auxiliary reservoir and at another time from said supplementalsource of fluid pressure to the brake cylinder in service applicationsof the brakes.

7 In a fluid pressure brake, the combination with a train pipe, brakecylinder, and

auxiliary reservoir, of a valve mechanism subject :to the opposingpressures of the train pipe and auxiliary reservoir for governing thesupply of air to, and its release from, the brake cylinder and adaptedto be actuated after an'application of the brakes, by a gradual increaseintrain pipe pressure, to open communication from the brake cylinder tothe exhaust, and to the auxiliary reservoir.

c. In fluid pressure brake, the combinasource of fluid pressure to,another outlet 0 I 0 tion with a tram pipe, a'ux1l1ary reservo1r,

operated by primary gradual-reductions in train pipe pressure, foropening communication from the auxiliary reservoir to an outletpassageand by further'gradual reductions in train pipe pressure for opening 1 ination with a train pipe, auxiliary reservoir, :brake cylinder, ventchamber, and supple communication from said. supplemental source offluid pressure to. another outlet passage, and means forcontrolling communication between said outlet passages and the brake cylinder.

9: In a fluid pressure brake, the combination with atrain pipe,auxiliary reservoir, brake cylinder and supplementalsource of fluidpressure'supply,-of a valve and piston operatedby primary gradualreductions in g 5 nation with a train pipe, auxiliary reservoir,

train pipe pressure, for. opening communication from the auxiliaryreservoir to an outletpassage and by'further gradual re-. ductio'ns intrain pipe. pressure" for opening communication from "said. supplementalpassage, and 'a valve, normally establishing communication between saidauxiliary reservoir putlet passage and the brake cyl'-- inder andadapted'on' said further reductions in train pipe pressure to close saidcommunication and connect said other outlet to .the brake cylinder.

10. In a "fluid pressure'lirake, the combination with a train pipe,auxiliary reservoir, brake cylinder and supplemental source of fluidpressure supply, of a valve and piston operated by primary gradualreductions in train pipe pressure, for opening com: munication from theauxiliary reservoir ,to

an outlet passage and by further gradual reductions. in train pipepressure for opening communication from said supplemental passage,

.fluid pressure, of valve means source of fluid pressure to anotheroutlet a? piston subject to fluid pressure, a, valve actuated thereby,"for normally connecting-said auxiliary reservoir outlet passage to thebrake cylinder, and means governed by'said main valve for venting fluidfrom one side of said piston, in the position for opening communicationfrom said supplemental source to its out-let passage, andtherebyshifting said valve to closethe first outlet and open the second.11. In a fluid pressdre brake the combination with a train pipe,auxiliary reservoir, brake cylinder, and supplemental source of primaryreductions intrain pipe pressure for controlling communication from theauxiliary reservoir to the brake cylinder, and by further or secondaryreductions in train pipe pressure in service applications forcontrolling communication from the sup-Y plemental source to the brakecylinder;

12. In'a fluid p essurebrake the combination with a tram pipe, auxiliaryreseroperated by 18. In a fluid pressure bral e,

nation with. a train pipe, auxiliary reservoir,v

voir, brake cylinder, and supplemental .erated by the opposing pressuresof the po nt-rolling communication from the auxilfaryreservoir to a ventport and from the y 'iipplement-al source to the brake cylinder.

In a fluid p'ressurebrake the combioperated by a primary reduction intrain p1pe pressure to open communication from the auxiliary reservoirto the brake cylinder,

train pipe pressure in service applications to open communication fromthe auxiliary reservoir to the vent chamber and from the supplementalsource to the brake cylinder.

15. In a fluid pressure brake the combination with a train pipe,auxiliary reservoir, brake cylinder, and supplemental source'of fluidpressure, of means for increasing the brake cylinder pressure above thatof the auxiliary reservoir inzapplying the brakes, and means forreturning a portion of the .i'ary reservoir upon the release of thebrakes. .16. In a' fluld pressure brake the combi; nation with a trampipe, auxlliary reservoir,

fluid pressure, ofmeans for increasing the brake cylinder pressure abovethat of the auxiliary reservoir in applying the brakes and mechanismoperative upon an increase in train pipe p :ssure for first openingcommunication from the brake cylinder to the auxiliary reservoir, andthen from the brake cylinder to the exhaust.

17. In a fluid pressure brake the combination with a train pipe,auxiliary reservoir, brake cylinder, and supplemental source of fluidpressure, of a valve device operated by reductions in trainpipe'pressure' for supplying air from the auxiliary reservoir to thesource to the brake cylinder, and means. operating uponan' increase in'train pipe pressure 'for opening communication .from the brake cylinderto the auxiliary reservoir.

. brake cylinder, and supplemental source of lary reservoir tothe ventchamber and fromthe train pipe and auxillaryreservoir and brake cylinderand from the supplemental.

source of fluid pressure, of'valve means optrain pipe andtheauxiliary-reservoir for and bya further or secondary reduction in fluidfrom the brake cylinder to the auxilv brake cylinder, and supplementalvsourceof the combifluid pressure, of a valve device operated by primaryreductions in tram pipe pressure for opening communication from theauxiliary reservoir to the brake cylinder, by further or secondaryreductions in train pipe pressure for opening communication from thesupplemental source to the brake cylinder and from the auxiliaryreservoir to a vent I port, and by an increase in train pipepresexhaust, and a valve device for cutting ofl' communication from thebrake cylinder to the exhaust of the first valve mechanism until thepressures of the auxiliary reservoir and brake cylinder substantiallyequalize.

20. In a fluid pressure brake the combination with a train pipe,auxiliary reservoir,

' brake cylinder, and a supplemental source of fluid pressure, of avalve me'chanism operated by variations in train pipe pressure forcontrolling the supply oi air from the auxiliary reservoir to the brakecylinder and from the supplemental source to the brake cylinder, andfrom thebrake cylinder to'the exhaust, and a valve device governed bythe movement of the first mentioned valve mechanism for controllingcommunication from the brake cylinder to the exhaust of said valvemechanism.

21. In a fluid pressure brake, the combi nation With a train. ppe,.auxiliary reservoir, and brake cylinder, of avalve device subject tothe opposing pressures of the train pipe and auxiliary reservoir andoperating upon a reduction in train pipe pressure for supplying airseparately from different sources of fluid under pressure to the brakecylinder.

22. In a fluid pressure brake, the combination with a train pipe,auxiliary. reservoir, and brake cylinder, of atriple valve devicethereby .upon a gradual reduction in train pipe pressure to make apartial traverse at one time for opening communication from theauxiliary reservoir tothe brake cylinder and a further traverse atanother time for source of fluid pressure to the brake cylinder .and forventing air from the auxiliary reservoir.

24. In a fluid pressure brake, the combination with a train pipe,auxiliary reservoir,

andbrake cylinder, of an automatic valve' "dev ce operating in responseto reductions in train pipe pressure for opening a communication fromthe auxiliary reservoir to the brake cylinder in one position and fromanother source of fluid pressure in another position and afluid pressureoperated valve mechanism for controlling communication from said valvedevice to the brake cylinder. 25. In a fluid pressure brake, the combination with a train-pipe, auxiliary reservoir, brake cylinder, and asupplemental source of fluid, pressure, of a triple valve device havinga passage through which air is suppliedfrom the auxiliary reservoir tothe brake "cylinder upon a gradual reductionin train pipe pressure and avalve device controlling communication through said passage and adaptedupon a sudden reduction in train pipe pressure to supply air fromsaidsupplemental source of fluid pressure to the brake cylinder.

In testimony whereof I have hereunto set my hand.

\VALTER V. TURNER.

' opening communication from said additional

